SS UGANDA; CYCLONE AND CASE OF THE CLAN RANALD.

Evening Journal, 26 March, 1912.

The steamer Uganda arrived this morning

from Singapore. She had a rough passage

down but did not sustain any damage. Signs

of a cyclonic disturbance were noticed three

or four days before arrival but the Uganda

did not see any trace of the missing vessel. 

The SS Uganda built in 1898 by the same builders of Koombana, Alexander, Stephen and Sons, comprised 5,355 gross tons; length 410 ft and beam 51 ft. Triple expansion engines produced 2,274 ihp and 10 knots. Predominantly cargo and accommodation for only 17 passengers.

The distance between Port Hedland and Fremantle is 960 n miles. This suggests that Uganda making an average of 10 knots took 96 hours, 4 days, which correlates with the 'three or four days'. 

The fact that the humble SS Uganda completed her voyage via the Balla Balla cyclone without 'sustaining any damage' and 'noticed the cyclonic disturbance' reflects, in my opinion, that the worst of the system impacted the coast rather than significantly offshore. 

This was further confirmed by:

Steamer Charon was near Legulier
Reef at 7 a.m. on 22nd inst., bound Java.
Consider cyclone more severe nearer land
than with us. Did not sight Koombana.

SS Uganda

The SS Uganda was involved in a rather unsavory incident reminiscent of the TItanic / Californian controversy. The following lengthy link outlines circumstances surrounding the loss of the Clan Ranald. There are echoes of the Koombana ballasting issues and 'the ugly list to port':

https://waratahrevisited.blogspot.com/2016/03/clan-ranald-fascinating-account-and.html

Extracts:

By the President - If the ballast tanks

had to be filled he would have preferred to

have them filled alongside the wharf. 

Warden Ericker - Considering the weather 

and the position of the ship, would it

have been dangerous to fill the ballast

tanks in the circumstances? 

By Warden Berry - If the tanks had been

left partly filled it would have been dangerous. 

direct me to the spot where the wreck was sunk, 

which he said he knew exactly, having seen 

streams of oil rising from her 

This mirrors Captain Upjohn's discovery of a patch of oil resembling the outline of a ship. This was highly significant.

There are several long furrows in the bottom immediately 

to the eastward of the ship, as if her starboard 

bilge keel had bumped several times before 

she finally settled down.

This description might very well explain the discovery of a section of Koombana's bilge keel.

The engineers alone manipulated the valves

to fill the ballast tanks.

By Warden Berry - The various valves of

the ballast tanks were separate and distinct, 

and were always treated so. There

was a double "shut-off" to each ballast

tank - a master (or boss) valve and a separate valve. 

One would not be justified in

concluding that the ballast injection valve

was open because bubbles had been observed

issuing from it when the diver went down,

but that it was shut and leaking. If it had

been open the tank would have been filled

with water long since. There might have

been compressed air in the tank, which escaped 

through the inlet. To do this it would have to pass 

through three valves.

Suggesting a partially filled tank ----> list ----> capsize.

A reminder of how wrong things could go with ballast tanks:

'At 2 o’clock Sunday afternoon, upon being informed by the Chief Engineer of the condition of the engine room and stokehold, the captain ordered starboard ballast tank No. 4 pumped out, and during the latter part of the afternoon No. 5 starboard ballast tank was pumped, but as these pumps had no wing suctions loose water was left in them. Early Monday morning starboard ballast tank No. 2 was pumped. The effect of pumping out these tanks was to increase the list instead of reducing it. The weather and sea grew worse during the afternoon and at about 7:30 P.M. a heavy sea broke against her port side and she lurched heavily to starboard and some of her cargo in No. 1 hold of her upper deck shifted, breaking a temporary wooden partition. After the lurch she had a list to starboard variously estimated from ten to fifteen degrees. The list gradually increased until she capsized; at 4 A.M. Monday it was about twenty degrees; by noon it had increased to about thirty-five degrees. Just how much more she listed in the period between noon and the time she turned over is uncertain. The storm was most severe during Sunday evening and the wind reached about force 10 on Beaufort’s scale (wind at 56 to 65 miles an hour).'

Thayer, G. David. First to Die: The Tragic Loss of the SS Vestris (p. 198). Rapidsoft Press ®, jointly with Our American Stories ® LLC. Kindle Edition.

Clan Ranald courtesy Wikipedia

courtesy Flotilla Australia and Trove.

CAPTAIN RICHARDSON'S THEORY.

The Argus, Melbourne, 28 March, 1912.

Captain Richardson, of the s s Paroo, who

is one of the most experienced navigators

on the north-west coast, in an interview to-

day, said that if the Koombana's master

tried lo run before the wind on his way

to Broome, he should have been heard of.

As he has not been beard of the indications

are that he decided to "plug through". The

wind and tide would combine to make the

leeway so great that the vessel would 

probably "fetch up" on the Rowley Shoals, 

a treacherous coral reef some 120 miles off

Port Hedland.

The first point to note is that the Rowley Shoals are 185 miles from Port Hedland. Ironically, Captain Upjohn's coordinates for the oil patch are closer to Port Hedland at +/- 92 miles. It strikes me as odd that a master so familiar with this section of coast would get a distance so wrong.

The leeway referred to implies that the wind and tide would have to have predominated from the south in order for Koombana to drift onto the Rowley Shoals. If one examines the extent of the cyclone as per Mr. Stevens of the Commonwealth Weather Bureau (image below), there was no impact on the vast stretch of ocean between Bedout Island and Broome. 

If anything, the wind would have been coming from the northwest and west in the stretch of ocean between the north of Bedout Island and Broome - i.e. the steamer track. This would have 'blown' Koombana further towards the coast and Broome, rather than the reverse. There would have been no 'plugging through', but rather 'running with the wind'. 

It was quoted that at the time the ground swell came from the northwest, further reinforcing this leeway direction.

As it turned out, the Muriel and Gorgon thoroughly searched the vicinity of the Rowley Shoals and nothing at all was discovered. All of the wreckage discoveries were made 100 miles to the 'south'.

I believe we can confidently rule out this theory as a potential site for the wreck of Koombana.

courtesy Google Earth.

INSURANCE

Kalgoorlie Western Argus, 2 April, 1912.

The company's boats carried

one-fourth insurance.


What does this mean? Koombana was insured for 75% of her book value of £ 100,000. The one-fourth quoted I assume refers to the shortfall of 25%. Annie Boyd refers in her book, Koombana Days, to Koombana actually only being worth £ 75,000 on the open market. Given depreciation, this was probably standard practice.

It does suggest the Company had faith in Koombana's sea-going abilities which was not a 'spotted' ship; one that was over-insured with the express purpose of making money as a result of total (expected) loss. 

If properly operated, sufficient dead weight lowest down and ballast tanks full, Koombana should have been able to survive most storms at sea. But Port Hedland's bar was a bar too high to fulfill this basic requirement. 

There was never going to be a guarantee of uncomplicated, complete filling of ballast tanks at sea in gale conditions.

courtesy Trove

WHAT CHANCE WOULD THEY HAVE HAD.

Sunday Times, Perth, 4 April, 1909.

THE KOOMBANA KINK

Leaky Boats and Oilless Lamps

A rather serious allegation is made by

a passenger on the steamer Koombana

which was recently stranded on a sand-

bank in Shark's Bay. Our informant states 

that when the vessel went aground a 

dinghy was lowered to take soundings,

but as soon as it touched water it leaked

badly. Then the motor boat was got out, 

but it also leaked badly. ln each case a

man was kept busy baling, and we are 

asked to imagine what would have

happened if it had been necessary to fill

these craft with passengers. Supposing

the Koombana had been wrecked, and

leaky boats were the only means of saving 

the 60 passengers, what chance would 

they have had?

A sobering thought and a subject that was not explored in any meaningful detail at the Inquiry.

courtesy Trove.

BEAUTIFULLY SUMMED UP.

The Herald, Melbourne, 29 March, 1912.

The north-west coast is dotted with

communities in villages, and should a

vessel chance to miss unloading, say, a

packet of tin tacks at one of those ports

there are meetings of local councils and

vigilance committees, and telegrams are

sent to Fremantle expressing indignation. 

Through these dangerous shoals of 

parochialism the masters of the north-west 

passenger and cargo steamers have to 

steer a safe course. 

If there are any doubts as to the pressure Captain Allen was under to depart Hedland that Wednesday morning come what may, let this be a reminder.




courtesy Trove.

A WIFE'S DREAM

The Sun, Sydney, 27 March, 1912.

A WIFE'S DREAM.

FREMANTLE, Wednesday.

- A woman called at the local offices of the

Adelaide Steamship Co. yesterday, and found

out tor the first time that her husband was

aboard the missing steamer Koombana.

She admitted that she had parted from him 

on bad terms, but she did not know where he

had gone.

On Thursday night she had a dream in

which she pictured her husband clinging to

the rigging of the boat. She swam out to his

assistance, but being unsuccessful in her

mission, swam back again.

It is a peculiar coincidence that the Koombana 

left Port Hedland on Wednesday, and must, 

according to the experiences of other craft, 

have met the centre of the cyclone

disturbance on Thursday night.

This report appeared 1 week after Koombana failed to reach her destination. It would only be later that wreckage discoveries would confirm the worst. At this time many held onto the hope that Koombana had suffered mechanical breakdown and would be discovered adrift.

There is something deeply moving in this report. A 'dream', which closely identified with the reality of Koombana's fate. 

Having 'departed on bad terms' and 'swam out to his assistance' but failed, are words steeped in tragedy - that most of us can and never will fully appreciate.

Koombana must be found.

courtesy Trove.

DEVASTATION OF THE BALLA BALLA CYCLONE.

The following extract from the West Australian, dated 25 March, 1912, contained an extraordinary amount of relevant information on the cyclone that devastated Balla Balla.

courtesy State Records Office, Western Australia, series 2357, cons 066

courtesy State Records Office, Western Australia, series 2357, cons 066

I have transcribed it as follows:

"A NOR'-WEST CYCLONE.

COASTLINE SWEPT.

TWO SHIPS WRECKED.

HEAVY LOSS OF LIFE.

MANY LUGGERS MISSING.

BIGGEST FLOOD FOR FOURTEEN YEARS.

Once again the nor'-west coast has been brought into sad and sudden prominence by the visitation of one of those terrible cyclones which from time to time swoop down so ruthlessly and play such havoc with life and limb as well as with property on land and sea. It is barely fourteen months ago since a gale off Cossack sent the tine barque Glenbank to her doom, permitting one man only out of her entire crew or 21 to reach the shore alive. An only four months before that Broome was visited by the most awful cyclone the town had ever known, causing  damage estimated at over £ 30,000 and loss of life that in the case of one small fleet alone accounted for 23 men. On that occasion practically the whole length of the 90-mile beach was strewn with wreckage and for many days after the sea continued to give up its dead. And now again the roll have been called, and to the name of many a sailor, perchance not a few landsmen too, there is no response. One vessel, the Crown of England, has become a hopeless derelict, and the captain and but a small, a very small, remnant of her crew are reported to have been saved.

As usual, the pearling fleets have suffered much, and lugger after lugger seems to have met the fate of the larger vessel. Even the SS Bullarra only managed to get through the fierceness of the storm at the expense of a broken funnel. And there would seem to be even some anxiety as to the Koombana, for according to a telegram received from the Resident Magistrate at Broome the well-known steamer was then 72 hours overdue from Port Hedland. It is well, however, to remember that owing to the interruption to the telegraph line it is quite possible for the steamer to have arrived and for no word to reach the metropolis that she had done so. The disturbance commenced on Thursday, and appears to have been confined chiefly to that portion of the coast which lies between Roebourne and La Grange Bay, to the south of Broome. On Wednesday it was at its height, and was accompanied by such heavy downpours that by the third day nine inches of rain had fallen and the river Harding had risen higher than it has for 14 years. Tramlines have been washed away, and the Port Sampson jetty has been battered almost to pieces.

courtesy Google Earth

If matters were bad ashore they must have been fifty times worse at sea, where every moment the waves were growing larger and more powerful, and the chances of safely riding out the gale more remote. One of .......(Crown of England) somewhere off Balla Balla probably on Depuch Island, and of whose entire crew only Captain Olsen and one or two men were saved. The captain himself stated that six of the crew were buried on the island, while the bodies of the mate and steward had been accounted for even before that. The ship Concordia is ashore intact, her entire crew having been saved; the lighter Steady is high and dry on Depuch Island; the Enterprise is in pieces and the Clyo has gone to the bottom. The pearling lugger Clara was beached off Depuch Island, ....

....and after spending a couple of days there two of her crew, Narkiachi and Sider, swam across to Balla Balla. The lugger Karrakatta was anchored close to the Clara when the latter drove ashore, and the Japanese survivors have expressed the opinion that she also went down. So far as can be ascertained in regard to these vessels seven men are still missing, and it is hoped that some of them at least may be found on the island, to which assistance has been despatched in the shape of a police cutter bearing, amongst others, Dr. Shelmerdine. From La Grange comes word of the total loss of the lugger Constance, owned by Mr. E. Hunter, all hands having been saved, and of the loss of at least four other boats of the same description. Exactly how many have perished as the result of the storm it will doubtless take some little time to ascertain, but that there has been a serious loss of life seems to be only too true. Further details should come to hand today from the various centres of communication.

BODIES WASHED ASHORE

COURT WITNESSES DROWNED

Roebourne, through which the news is slowly filtering, has a terrible story to tell of death and devastation. On Wednesday last the glass started to fall. On Thursday it continued to go down all day, and the wind raged with hurricane force. Nearly 9 inches of rain fell in twenty-four hours. The storm and rising river did not cause much damage to the town itself, but the tramline from the junction to Point Sampson and Cossack was washed away and the approaches to the bridge at Pope's Nose Creek disappeared.

A tragic note invested the proceedings in connection with a murder trial which was set down for hearing at Roebourne. Fourteen witnesses left Balla Balla on a lighter to catch the SS Bullarra at Depuch Roads, amongst them being Mr. Maginnis (Wharfinger for the Whim Creek Company at Balla Balla), and Mr. Thomas Hill (manager of the Federal Hotel, Whim Creek). 

Mr. Maginnis took Messrs. Hill, Slavin, and Thompson out in the Whim Well motor launch. Messrs. Maginnis and Hill went aboard the lighter Clyo, but Slavin and Thompson returned on account of illness. Three lighters, including Steady Clyo, and Enterprise, were wrecked on Depuch Island. The dead bodies of Messrs. Hill and Maginnis were found along with that of the mate and steward of the Crown of England. It is possible that some survivors may be found on Depuch Island, but at Roebourne it is feared that not much can be hoped for in that direction. The police cuter sent out to investigate is expected to return shortly, when definite information will be available.

A message, addressed to the Chief Harbour Master at Fremantle, from the postmaster at Whim Creek, reads as follows:

"Mr. McDonald, assistant wharfinger at Balla Balla, reports a severe gale on the night of the 20th inst..The ship Crown of England is broken in pieces. The Concordia is on the beach intact, with fair prospects of refloating. The lighter Steady is high and dry on the island, unbroken. The lighter Clyo is sunk in shallow water, and the lighter Enterprise is broken in pieces. The bodies of Edward Maginnis, wharfinger Thomas J. Hill, also the first mate and steward of the Crown of England, have been recovered. Eight men are still missing from the Crown of England. All other passengers and crew supposed to be safe on Depuch Island. The pearling fleet in charge of Richard H. Thorley is sheltered in Balla Balla Creek. Captain Erikson, of the Concordia, and Messrs. Thorley and McDonald searched yesterday in heavy seas. Searching is going on today."

LUGGERS LOST

....Two Japanese- Narkiachi and Sider reported at Balla Balla yesterday morning that the lugger Clara was wrecked off Depuch Island on the night of 20th inst. Narkiachi and Sider were for three days on Depuch Island, and swam to Balla Balla reporting that four coloured med and one white of the crew were still missing. The worst is feared.

The lugger Karrakata, belonging to Mr. Talboys, and another lugger, supposed to be the Britannia, were anchored close to the Clara, but there was not trace of them after the blow. It is supposed that they sank, as the luggers could not live in such a sea. Two other luggers, names unknown, were ancored some miles off, and these also were not in sight after the blow. They have not been reported. So far as can be ascertained 11 bodies have been recovered. Captain Olsen of the Crown of England, and the remainder of the crew, arrived at Balla Balla on Saturday night, and reported having buried six of the crew on Depuch island on Friday. Messrs. Thorley and Armitage were to leave Balla Balla yesterday in luggers to make a further search.

The police cutter from Cossack arrived at Balla Balla yesterday afternoon, also in search of wreckage and bodies.

Robert M. Thompson, a recent arrival at Whim Creek, is reported missing. He was one of the passengers on board the lighter Clyo, and is supposed to have been caught in the rigging of the Clyo when it was sinking. All the Whim Creek and Balla Balla people are no accounted for.

POINT SAMPSON.

JETTY WRECKED.

Considerable damage was done at the Point Sampson wharf, some 60 fender piles and about 30 feet of the "T" head of the jetty being carried away. All the embankments were washed away from the bridges and culverts, and cargo will for some time to come have to be lightered and brought here via Cossack, as only two miles of marsh line will have to be repaired on that section. On the other there is about four miles of marsh line which is all flattened out.

Nearly all the telephone and telegraph poles are down across the marshes.

The state of affairs at Point Sampson was brought to Roebourne by a carpenter named Watson, who came through, swimming and walking, to obtain supplies for himself and others, who were on the job of repairing the jetty from a recent fire. The rotten state of these lines was reported months ago, but nothing was done to rectify matters. It will probably be three months, if not more, before vessels can come alongside Point Sampson jetty.

On Saturday morning Captain C.J.Irvine (Chief Harbourmaster at Fremantle) received a telegram from the wharfinger at Roebourne covering the information given above, adding that there had been no damage to the Roebourne shed or cargo excepting the new filling at the end. Owing to the damage at the Junction, Sampson, and Cossack lines, traffic was completely suspended, and the authorities anticipated having to fall back upon lightering from Cossack until the Sampson line was restored.

The Sampson jetty was severely damaged. It was impossible for shipping to come alonside unless the weather was very calm. The tramline was practically ruined, and the harbourmaster advised that cargo should be transhipped into lighters via Cossack for the present.  

THE BULLARRA

A TEMPESTUOUS VOYAGE.

Fears were entertained for the safety of the Bullarra, but a telegram from Roebourne announced her appearance in Cossack Roads at noon on Saturday. The crew had a terrible experience battlin in the teeth of the gale. The Bullarra's funnel and a lifeboat were washed away and about 40 cattle were lost overboard. Happily the boat steamed into the roads without having loss of life to report. The crew and passengers speak highly of the pluck and seamanship displayed by the skipper (Captain Upjohn). The steamer is now safely anchored and the captain is awaiting orders from the agents.

OFFICIAL TELEGRAMS.

On Saturday telegrams were received by the Public Works Department indicating the damage the Point Sampson jetty had suffered, and that washaways had occurred on the Roebourne-Cossack railway. The telephone wires were down in almost every direction. Serious inundations had occurred on the Port Hedland foreshore. The effects of the storm had been felt at Geraldton.

ONSLOW SAFE.

Advices from Onslow state that the hurricane did not reach that place. Except for a strong breeze the weather is fine there. Broome also escaped the disaster. Half an inch of rain fell at Fortescue.

    

INITIAL REACTION.

Three days after Koombana should have arrived at Broome information was minimal and speculation rife due to a break in the telegraph line. It was incorrectly assumed that Port Hedland was badly hit.

The following gives an impression of initial reaction to the overdue Koombana:

"Koombana now 72 hours overdue from Hedland. Intense anxiety. Oldest residents think serious accident. Consider absolutely necessary despatch steamer search promptly."

Common sense prevailed when it came to 'oldest residents' and an immediate search was crucial. It was only until very late on day five, under the leadership of Captain Dalziel, that the luggers, McClennan and Mina with schooner Muriel set out from Broome in search of the missing steamer.

Mr. Moxon, manager of the Western Australia branch of Adelaide Steamship Company, had a different approach, and one that mirrored the Lunds' response to the missing SS Waratah in 1909:

"he felt no anxiety for the safety of the vessel, as Captain Allen, the officer in charge, is a very careful and cautious master, and would no doubt keep well out to sea." "has no doubt that that course has been adopted on this occasion, and that that is the cause of the delay in arriving at Broome, an opinion in which Captain Irvine, the Chief Harbour Master concurs. Mr. Moxon hopes this morning to hear definitely of the safety of the steamer."

This sanguine statement belied the fact that Koombana carried a wireless installation which should have communicated position and problems within the 3 day time frame, unless serious damage had been sustained and which, naturally, would contradict the word 'safety'.

It is also interesting to note at this very early juncture that Captain Irvine was on the 'same page' as Mr. Moxon. This was to play out in full at the Marine Court of Inquiry.

The following is an interesting and enlightening comment on the phenomenon of cyclones in the Northwest:

"cyclones are liable to occur in the Indian Ocean between the months of December and April. They have been experienced at times along the whole of the Nor'-West coast between Port Essington and Sharks Bay. In December they most frequently occur along the northern portion of the Nor'-West coast, and when as far south as Sharks Bay they usually happen towards the end of the cyclone season, namely, March. It is seldom that a year passes without one of these cyclonic storms being experienced. The space over which they have been known to expand themselves varies from 20 to 30 miles to more than 100 miles in diameter."

Conforming to the described pattern, the cyclone off Balla Balla occurred in late March of 1912, further down the Nor'West coast. Mr. S.R.P. Stevens, acting divisional officer of the Commonwealth Weather Bureau, at the time of the Balla Balla cyclone, confirmed that the diameter was probably 90 miles.

It was common practice to 'put to sea' if caught in such conditions, The Norwegian barque Glenbank, lost a year previously:

"Seeing that she would not hold to her anchors, her captain decided to put to sea. That night she was scurrying away from the coast under a minimum of canvas, when she struck the Legendre Reef and foundered."

  

courtesy State Records Office, Western Australia, series 2357, cons 066

note extent of Mr. Stevens' cyclone and Legendre Island - courtesy Google Earth

CAPTAIN RANTZAU AND THE UNA SEARCH.

The following document outlines Chief Harbour Master, Captain Irvine's plans for the chartered steamer SS Una. It includes the following important statement:

"generally commission the ship for a search that may extend over six weeks and to use every expedition."

courtesy State Records Office, Western Australia, series 2357, cons 066

courtesy State Records Office, Western Australia, series 2357, cons 066

courtesy State Records Office, Western Australia, series 2357, cons 066 

Captain Rantzau, master of the Government chartered steamer SS Una, received the following instructions from the Chief Harbour Master, Captain Irvine, as follows:

"COSSACK

CAPTAIN RANTZAU

"UNA"

WRECKAGE FOUND TWENTY FIVE MILES NORTH BY WEST BEDOUT PROCEED AT ONCE TO THAT ISLAND SEE IF ANY WRECKAGE ABOUT REEF THEN PROCEED TO SPOT WHERE WRECKAGE DISCOVERED AND AFTER SEARCHING VICINITY FOR ONE DAY PUT IN TO HEDLAND REPORT FOR FURTHER INSTRUCTIONS THE BULLARRA IS SEARCHING EAST OF TURTLE ISLANDS SHOULD YOU SIGHT HER SIGNAL MASTER RETURN COSSACK AT ONCE FOR ORDERS.

3rd April, 1912"

Contrary to the projected time frame, taking up to 6 weeks, Captain Rantzau was offered very little time flexibility in this prescriptive telegram. 

Rantzau was steaming into the unknown. How could Captain Irvine have anticipated a one day search? Perhaps the very mention of the words 'wreckage discovered' were enough confirmation of the worst fears and no further action required?

These instructions were at odds with the fact that the bulk of wreckage discoveries were yet to be made, reported and in so doing, establish a clearer pattern of what had happened to Koombana, but more importantly, where. 

Costs were a further driving force behind the instructions, but it does seem preemptive and not in keeping with the initial proposal of a six week search.

courtesy State Records Office, Western Australia, series 2357, cons 066

The following is Captain Rantzau's report after conducting search as per instructions:

"Fremantle 16th April, 1912

The Chief Harbor Master,
Fremantle.

Dear Sir,

On my arrival at Carnarvon I was instructed by my Owners, Messrs R.J. LYNN LTD, to proceed to Geraldton and on arrival at Geraldton at 6 p.m. on 28th March I received instructions from Harbor Master to bunker coal ex "Ashbridge". After taking on board 125 tons I proceeded in accordance with your wire to Cossack Roads and arrived off Point Sampson at 9.15 p.m. on April 2nd. I then wired you on the morning of 3rd inst and received your wire that wreckage had been found N. by W. 25 miles off Bedout Island. I proceeded direct to Bedout and made a complete search of the Island and the Reefs at low water but failed to find any wreckage. On the 4th inst 7.45 a.m. spoke "Bullarra" off Bedout Island and in accordance with your instructions directed him to proceed direct to Cossack. Friday April 5th proceeded from Bedout steering N.by W and at a distance of about 28 mls picked up a quantity of wreckage. At dinner time Ship stopped in a position 19.7 S. and Longitude 118.53 E. The wreckage at this place seemed to come from the bottom as within the course of fifteen minutes no wreckage would be visible and then it would be seen floating, indicating to me that the ship was lost at about this point. I would also like to state at this particular place there were a large number of sharks to be seen. Being satisfied that nothing further could be done I proceeded to Port Hedland arriving there at 1.30 a.m. on 6th April. Wired you accordingly and on receipt of your telegram left Port Hedland Sunday 7th April 11.30 a.m. for Fremantle direct arriving here Saturday 13th April at 8.30 a.m.

Having a large quantity of coal to discharge I received instructions to bunker the SS "Penguin" and expect to complete this work today 16th April.

Rantzau
Yours faithfully,

The Una wreckage discovery allegedly rising from the sea bottom surrounded by many sharks was as convincing as it could get in favour of this being the site of the Koombana wreck. But if one takes a closer look at the detail a strange picture emerges.

Referring to the image below, there are 3 wreckage positions marked, 1; 2 and 3.

1. 25 miles N by W of Bedout
2  28 miles N by W of Bedout
3  19 7 S, 118 53 E  31 miles bearing 336 degrees from Bedout

The first point to note is that wreckage sites marked 1 and 2 were never included in the overall wreckage discoveries made and if one plots them onto a more complete record of wreckage they enhance rather than detract from the pattern of distribution with the prevailing east to west current; Upjohn's coordinates as the starting point.

The second, important, point to be made refers to the Una setting out on a course N by W, and after discovering wreckage 28 miles from Bedout Island, instead of continuing his course to search for more wreckage in this general direction, he alters his course radically from one bearing 315 degrees from Bedout to 42.5 degrees and after 11.5 miles and +/- 2 hours, presumably by this time noon, he discovers the 'wreckage' which changed everything!

Very very strange.

Note that Rantzau had had an exchange with Upjohn (Bullarra) before he left the vicinity of Bedout, which implies that he knew about the 'oil patch' discovery = shipwreck. He does not mention the details of this discussion in his telegram. If one were to go for a conspiracy theory one could suggest that the significant Una find, wreckage 3, was an intentional attempt to distract from the real scene of the disaster. After all the site marked wreckage 3 was NOT dragged to confirm the presence of a wreck, which would have been the next, logical course of action and Captain Upjohn's discovery pointed to an accident site beyond the reaches of the cyclone and well within the steamer track for Broome.

courtesy Google Earth

 

courtesy Google Earth

courtesy State Records Office, Western Australia, series 2357, cons 066

courtesy State Records Office, Western Australia, series 2357, cons 066

Wharfinger Gordon sent the bombshell news to the Chief Harbour Master, Irvine as follows:

"Port Hedland.

Chief Harbormaster.

Captain Rantzau Una arrived reports no wreckage Bedout reef picked up mast & life boat gear several cabin panels thirty three miles N N W Bedout wreckage appears be rising from below waiting instructions from you taking water before proceeding further

Gordon Wharfinger.
8.40"

courtesy State Records Office, Western Australia, series 2357, cons 066

Which met with this intriguing, almost panic-stricken response:


"Captain Rantzau, Una, Port Hedland.

Please return direct Fremantle quickly as possible.

H.M.

7/4/12"

After making what was to become the most important wreckage discovery allegedly indicating the location of the Koombana, Una was instructed to leave the scene of the disaster forthwith!!

All a bit dramatic if one considers that the next step would have been to return to the site in question and PROVE that Koombana lay there, by dragging a wire over the area from where wreckage was supposedly rising.

It begs the assumption that by 7 April, H.M. (representing Captain Irvine?) it was well known that Bullarra had discovered an oily patch of water representing the site of the wrecked Koombana. There would have been no further need of Una in the Northwest and certainly NO reason for Captain Rantzau to drag the vicinity of his major wreckage discovery for a ship that was NOT there!!   

Who was 'H.M' ?

Harbour Master. Thanks Annie for the input!

courtesy State Records Office, Western Australia, series 2357, cons 066

The Pilbarra Goldfield News, 11 April, 1912.

He (Captain Rantzau of the Una) considers 

that he has practically located the spot where 

the Koombana. foundered, which is about 

26 miles from Bedout Island, in 40 fathoms 

of water. Nothing definite could be ascertained, 

as the water was very much discolored - Ed J

In this report we are thrown curved balls in terms of distance from Bedout Island and depth at that location. 26 miles falls short of the official coordinates position reported and I have plotted some positions, 26 miles from Bedout, which match a depth of 40 fathoms; 73 m; 240 ft.. The variability is significant. Furthermore, the water was sediment laden post cyclone giving if a 'pea soup' appearance, which in turn would have made it difficult for Captain Rantzau to accurately comment on whether the wreckage discovered was 'coming up from the bottom' or merely drifting, submerged a few feet.

Given the current trend (south)westward it still stands to reason that the origin of the flotsam (wreck) was to the northeast of Bedout Island.

courtesy Google Earth and Trove